Automatic railway-gate.



C. N. JAY;

7 AUTOMATIC RAILWAY GATE.

APPLICATION min JUNE 5. 1911.

. Patented Oct. 23, 1917.

4 SHEETSSHEET 1 A TTOR/JEYS WITH 4 M W 1...% 4 Mm. WW/ m 0 M H y MB P Q c. N. m.- AUTOMATIC RAILWAY GATE.

APPUCATION FILED JUNE 5. 19!].

C. N. JAY. AUTOMATIC RAILWAY-GATE.

APPLICATION nuzo JUNE 5. 1911.

Patented 00th 23 1917.

4 SHEETS-SHEET 3.

IN VEN TOR &

C. N. JAY.

AUTOMATIC RAILWAY GATE.

APPLICATION FILED JUNE 5, I917.

Patented 00h 23,1917.

4 SHEETSSHEET 4 W/ MW imiavz m/avroa 6250.041;

V ATTORNEYS STATES AUTOMATIC RAILWAY-GATE.

Application filed June 5, 1317.. Serial No. 172,993.

T 0 all whom it mag "concern:

Be it known that I, CLAUD NORMAN JAY, a citizen of the United States, and a resident of Marlow, in the county of Stephens and State of Oklahoma, have made certain new and useful Improvements in Automatic Railway Gates, of which the following is a specification. I

The invention provides a guard for railways to prevent persons and cattle from entering certain territory, so that trains and cars may be operated without endangering life and property.

The invention relates toaguard which is normally projected across the track and which is automatically withdrawn by the train or car to admit. of its unobstructed passage, said guard automatically returning to operative position when relieved of the action of the train or car.

The invention consists of a novel form of guard and actuating means which hereinafter will be more particularly set forth and claimed, and which are shown in the drawings hereto attached, which is an embodiment thereof.

Referring to the drawings t Figure 1 is a top plan view of a section of railway providedwith a guard and operating means embodying the invention.

Fig. 2 is a section on the line 22 of Fig. 1, looking in the direction of the arrows, showing the parts on a larger scale, and the foremost wheel of the truck about to pass upon the depressible rail. v

Fig. 3 is a transverse section on the line 3-3 of Fig. 1 showing the parts on a larger scale.

Fig. 4 is atransverse section on the line l of Fig- 5, looking in the direction of the arrows.

Fig. 5 is a plan view of the guard and operaizing means showing the parts on a larger sca e.

Fig. 6 is a view similar to Fig. 4, showing the relation of the parts when the guard is depressed or withdrawn.

Fig. 7 is a detail perspective view of the guard.

Fig. 8 is a sectional detail of a portion of the guard showing the spring associated therewith.

Fig. 9 is a transverse section on the line 9-9 of Fig. 4, looking to the right, as in dicated by the arrow.

Fig. 10 is a transverse section on the line Specification of Letters Patent.

Patented Oct. 23, .1917.

1010 of Fig. 4, looking in the direction of the arrow.

Fig. 11" is a detail perspective View of a portion of a depressible rail showing the parts intimately associated therewith.

Fig. 12 is a sectional view of a side por tion of the track on the line 12-12 of Fig. 1, showing the parts on a larger scale. Y

Corresponding and like parts are referred to in the following description and indicated in the several views of the drawing by like reference characters.

The numeral 1 designates the rails of a track or line of railway provided with the invention. The guard for. safeguarding the track and preventing the entrance of persons and cattle into prohibited territory is disposed soas toextend between the rails 1 and for a short distancebeyond the sides of the track. In the drawings the guard is illustrated as having a vertical movement and when in operative position, is projected vertically above the road bed, and when out of the way, so as not to offer any obstruction to the passage of a train or car, the guard is disposed or withdrawn below the surface of the road bed, as indicated most clearly in Fig. 6. The normal or projected position of the guard is shown in Fig. 4:.

e The guard and actuating mechanism are mounted in a casing 2, which is set in an excavation formed in the road bed. The case 2 is preferably closed at its bottom and sides, and is open at the top to admit of access thereto for any purpose. l/Vhen the parts are in place, a cap plate 3 closes the top of the casing and is securely fastened thereto. The casing 2 extends transversely beneath the rails, and to a suitable distance beyondthe sides of the track so as to accommodate the guard and operating mechanism.

The guard comprises a beam l of a length to extend across the track and beyond the sides thereof a given distance. The ends of the beam 4 are enlarged, as indicated at 5, and are provided with standards 6, which have a vertical disposition.

A plurality of fingers 7. project vertically from the beam 4, and constitute guard elements. The fingers 7 and standard 6 are adapted to operate through suitable openings formed in the cap plate 3. Vertically disposed guideways 8 are formed upon the inner faces of the end walls of the casing 2, and direct the guard in its vertical movements. To reduce the friction between the guard and casing to the smallest amount possible, rollers 9 and 10 are employed. lhe rollers 9 are mounted in depressions at the top of the end walls of the casing 2 in line with the guideways 8. The rollers 10 are mounted at the outer lower corners of the enlargements 5 of the beam The opposite end portions of the beam at are provided with longitudinal slots 11 to form a sliding connection with operating levers 12 of the operating mechanism. Members 13 are hingedly connected at their lower ends to the enlargements 5 of the beam a, and are disposed so as to swing in the plane of the guard, and thereby admit of such guard covering a greater extent when projected than when withdrawn into the casing Springs 1% connect the members 13 with one another and withthe standards 6. The springs let are fiat, and are secured at their lowerfends'to certain members 13, and have sliding connection at their upper ends with the standard 6 and certain other members 13. When the guard is projected into operative position, Fig. 4, the members 13 are moved outwardly at their upper ends into fan shape by means of the springs 1%.. hen the guard is withdrawn into inoperative position Fig. 6, the upper ends of the members 13 are moved inwardly against the tension of the springs 1st, and the outer faces of the outermost members 13 are flush with the extreme vertical edges of the enlargement 5, so as to engage the inner walls of the guideways 8.

The extreme members 13 travel upon the rollers 9 both when the guard is withdrawn into the casing or projected from the casing into operative position. The springs 1a yieldably connect the members 13 with the standards 6, and also limit the outward movements of the mem ers when the guard is projected. The end portions of the springs 14 are formed with longitudinal slots 15, which receive suitable fastenings 16, Fig. 8. In this manner provision is had for IHOVQHIGDtOf the springs as also to limit the outward movement of the members 13.

De-pressible rails 17 are disposed adjacent the rails 1 and preferably upon the inner sides thereof, and may be of any length and mounted in any desired way. The rails 17 normally project a short distance above the treads of the rails 1 so as to be engaged by the wheels 18 of the trucks and be depressed thereby. As indicated in Fig. 3, the rails 17 are supported by means of expansible helical springs 19, mounted. in casings 2O seated in the road bed, such casings being closed at their upper ends by means of caps 21.

A plunger is seated upon each of the springs 19 and is mounted within the casing 20, and its stem 23 is connected with the depressible rail. It is to be understood that any required number of spring supports such as indicated in Fig. 3, may be pr"- vided foreach of the depressible rails. The depressible rails extend upon each side of the guard so as to be actuated by the approach of a trainin either direction. The length of the depressible rails must be such as to insure complete withdrawal of he guard so as to avoid any injury thereto by the passing train or car.

A short length of rail 2st is provided at the outer end of each of the rails 17, and is pivotally connected to such depressible rails at 25, and to the rails 1 at 26. These short rails constitute approaches to the depressible rails and are normally inclined to admit of the wheels 18 gradually riding upon and depressing the rails 17, Fig. 2.

Suitable operating means are provided between the depressible rails and guard to admit of the latter being withdrawn within the casing 2, when the rails 17 are depressed. This mechanism comprises the' levers 12, which are pivotally connected at 27 to a bracket 28, projecting vertically from the bottom of the casing The levers 12 are disposed upon opposite sides of the plane of the guard so as not to interfere withthe vertical movements thereof, Fig. 10. The upper ends of the levers 12 are inwardly offset and are provided with pins 29, which enter the slots 11 of the beam 4, thereby providing pivotal and sliding connection between such levers and beam. The upper arms of the lever 12 are exceedingly long, whereas the lower arms are short. thereby providing for comparatively great length of movement of the guard as compared with the relatively slight movement of the depressible rails 17.

Links 30 'pivotally connect the lower ends or" the levers 12 to the inner ends of other levers 31, which are mounted upon standards 32 at 33. The levers 31 are disposed in a general horizontal position and op erate vertically. Links 3% pivotally connect the outer ends of the levers 31 with l. irons or brackets connected to the'depressible rail 17. The connection between the links 34. and irons and between such irons and the depressible rails is adjustable, Fig. 11, to admit of adapting the parts as occasion may require. 7

The links 3%, levers 31 and standards 32 are located at one side of the casing 2, and the upper ends of tli e links 34 are bent laterally so as to make connection with the irons 35, Figs. 9 and 10. I,

Bods or bars 36 are disposed near the ends of the casing and are mounted in vertically disposed recesses 37 formed therein. Expansible helical springs 38 located in the recesses 37 support the rods 36 and admit of such rods having a downward movement when the rails 17 are depressed. Thehorizontal members of the .L. irons or brackets resting upon therodsSG are preferably secured thereto. *Therods or members 36 in conjunction witlithe springs 38 yieldably support the rails 17 and may serve as stops to limit the upward movement of'the guard when projected, Figs. 4 and 10.

To prevent shock when the guard reaches the limit of its upward movement, buffers 39 are located atthe bottom of thecasing 2, and these bufiers engage opposite ends of the guard, Fig. 6 The buffers 39 preferably consistofspringsof substantially V form, such springs being secured in any convenient manner to the bottom of the casing In the operation of the inventionfthe parts being assembled substantially as dis closed in the drawings and hereinbefore' specified, the guard 1S normally pro ected by the combined action of the springs 38 -and 19, since such springs serve to hold the rails 17 at the limit of their upward move-' ment. When the guard is elevated the end portions comprising the members 13 are spread. When a train or car approaches the guard, the wheels 18 of the trucks engage the rails 17 and depress them, and this action moves the angle irons or brackets 35 and the rods 36 downward with the result that the outer ends of the levers 31 are depressed and their inner ends elevated, thereby operating the lever 12 and withdrawing the guard within the casing 2Q As the guard descends into the casing the outermost members 13 are pressed inward and ride upon the rollers 9, the guard assuming the position when fully lowered into the easing, shown in Fig. 6. After the rails 17 are relieved of the weight of action of the train or car, the rails 17 are again elevated into normal position by the action of the springs 19 and 88, thereby resetting the mechanism and projecting the guard or gate into operative position, as indicated in Fig. 4.

It will be observed that the operation of the guard is automatic both when depressed and projected, the guard being lowered into the casing by the action of the train or car, and projected into operative position by the action of the springs in the manner stated.

Any moisture finding its way into the casing is adapted to escape through openings ldformed in the bottom thereof; Fig. 6.

To prevent lateral displacement of the guard operating rails 17 from the track rails 1 clips 41 are employed. These clips are of U-shape and their vertical members extend along the outer sides of the rails. One member is preferably attached to the depressible rail; Fig. 12.

I claim:

1. Protective means for railways, the same comprising a guard mounted to have a vertical movement imparted thereto, oppositely disposed levers arranged upon opposite sides of the guard, with their outer ends engaging opposite .end portions of the guard, and actuating means cooperating with such levers and having connection at their inner ends tions of'the guard, horizontally arranged levers having connection at their inner ends with the lower endsof the vertically disposed levers, and means adapted to be actuated by the passing train or car and having connection with the outer ends of the hori-' zontally arranged levers to effect depression of the guard. V

3 Protective means for railways, the same comprising a vertically movable guard, vertically disposed levers arranged at the opposite sides of the guard and having their upper ends pivotally and slidingly engaging opposite end portions of the guard, hori zontally arranged levers having linked connection at theirinner ends with the lower ends of the vertically disposed levers, and train-operated means having linked connection with the outer ends of the horizontally arranged levers for depressing the guard.

4. In combination, a vertically movable guard, vertically disposed levers arranged upon opposite sides of the guard, with their upperends pivotally and slidingly engaging opposite end portions of the guard, horizon tally arranged levers, links connecting the inner ends of the horizontally arranged levers with the lower ends of the vertically disposed levers, train-operated members, and links connecting the train-operated members with the outer ends of the horizontally arranged levers.

5. In combination, a vertically movable guard, vertically disposed levers having engagement at their upper ends with the guard, horizontally arranged levers connected with the vertically disposed levers, train-operated members, yieldably supported members having directable movements and connected with the trainoperated members, and links connecting the yieldably supported members with the said horizontally arranged levers.

6. In combination, a vertically movable guard, operating means for the guard including train actuated members, rods extending across the path of the guard to limit the upward movement thereof and having connection with the train operated members, and means for yieldably supporting the rods and normally holding the train operated members within the path of the train to be actuated thereby.

opposite end portions of the guard, horizon- 15 V '7. In combination, a vertically movable :gu'ar'd, operating means therefor including train "actuated members, i rods extending across the pathof theguard to limit the no- Ward' movement thereof, means yieldably tally arranged levers mounted Within the lower portion of the casing, links connecting the inner ends of the horizontally arranged levers with the lower ends of the vertically supporting the rods and normally holding disposed levers, depressible 1'ails,'linl s con- 20 the guard and the train operated members nesting the depressible rails With the outer elevated, and means adjustably connecting ends of the horizontally arranged levers, such-rods xvith the train operated members. rods extending across the path of the guard 8. Protective means for railways comprisand yieldably supported at their ends Withing a casing, a guard movable vertically in the casing, and connecting means between 25 v'ithinthecasing, vertically disposed levers mounted Wltllln the casing and havlng their upper ends pivotally and slidlngly engaging such rods and depressible rails.

CLAUD NORMAN JAY Gonies ef t'his patent may be olitained for five cents each, by addressing the Commissioner of Patents, Washington, 1). 0. 

